U.S. patent number 11,138,891 [Application Number 16/921,242] was granted by the patent office on 2021-10-05 for method and electronic system for managing the flight of an aircraft in a visual approach phase to a runway, related computer program.
This patent grant is currently assigned to THALES. The grantee listed for this patent is THALES. Invention is credited to Valerie Bataillon, Michel Roger.
United States Patent |
11,138,891 |
Roger , et al. |
October 5, 2021 |
Method and electronic system for managing the flight of an aircraft
in a visual approach phase to a runway, related computer
program
Abstract
This method for managing the flight of an aircraft in a visual
approach phase to a runway is implemented by an electronic flight
management system and comprises: acquiring at least one set among a
set of values of lateral visual approach trajectory parameters and
a set of values of vertical visual approach trajectory parameters,
at least one of said values of visual approach trajectory
parameters being able to be designated by a user, computing at
least one trajectory among a lateral visual approach trajectory
from the values of said lateral visual approach trajectory
parameters and a vertical visual approach trajectory from the
values of said vertical visual approach trajectory parameters, and
generating a visual approach trajectory to the runway from the
lateral visual approach trajectory and/or the vertical visual
approach trajectory.
Inventors: |
Roger; Michel (Toulouse,
FR), Bataillon; Valerie (Toulouse, FR) |
Applicant: |
Name |
City |
State |
Country |
Type |
THALES |
Courbevoie |
N/A |
FR |
|
|
Assignee: |
THALES (Courbevoie,
FR)
|
Family
ID: |
1000005847377 |
Appl.
No.: |
16/921,242 |
Filed: |
July 6, 2020 |
Prior Publication Data
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|
|
|
Document
Identifier |
Publication Date |
|
US 20210012671 A1 |
Jan 14, 2021 |
|
Foreign Application Priority Data
|
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|
|
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Jul 8, 2019 [FR] |
|
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19 07585 |
|
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
G08G
5/025 (20130101) |
Current International
Class: |
G01C
21/00 (20060101); G08G 5/02 (20060101) |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
Other References
French Search Report, from the French Patent Office in counterpart
French Application No. 1907585, dated Apr. 17, 2020. cited by
applicant.
|
Primary Examiner: Swarthout; Brent
Attorney, Agent or Firm: Arent Fox LLP
Claims
The invention claimed is:
1. A method for managing the flight of an aircraft in a visual
approach phase to a runway, the method being implemented by an
electronic flight management system and comprising: acquiring at
least one set among a set of values of lateral visual approach
trajectory parameters and a set of values of vertical visual
approach trajectory parameters, at least one of said values of
visual approach trajectory parameters being able to be designated
by a user, computing at least one trajectory among a lateral visual
approach trajectory from the values of said lateral visual approach
trajectory parameters and a vertical visual approach trajectory
from the values of said vertical visual approach trajectory
parameters, and generating a visual approach trajectory to the
runway from the lateral visual approach trajectory or the vertical
visual approach trajectory, wherein each lateral visual approach
trajectory parameter is chosen from among the group consisting of:
the position of an initial point of the approach trajectory, an
outbound heading, a length of a segment of the approach trajectory,
a turn radius of the aircraft and a turning direction of the
aircraft; and wherein each vertical visual approach trajectory
parameter is selected from among the group consisting of: a minimum
altitude of an initial point of descent along a final approach axis
and an angle of the final approach axis relative to a reference
plane of the runway.
2. The method according to claim 1, wherein the method further
comprises displaying, on a display screen, the visual approach
trajectory.
3. The method according to claim 2, wherein the displaying further
comprises the display of a symbol representative of the position of
the aircraft relative to the visual approach trajectory.
4. The method according to claim 1, wherein the method further
comprises transmitting instructions for following the visual
approach trajectory to an electronic automatic pilot system.
5. The method according to claim 1, wherein the method further
comprises, prior to the acquiring, selecting a type among a group
of types of visual approach trajectory, each type of visual
approach trajectory corresponding to a respective predefined form
of the visual approach trajectory, and during the acquiring, the or
each set of values of visual approach trajectory parameters then
depending on the selected type.
6. The method according to claim 5, wherein the group of types
comprises: a first type corresponding to a visual approach
trajectory comprising a deviation by an outbound heading followed
by a segment substantially parallel to the runway and a turn at
substantially 180.degree.; a second type corresponding to a visual
approach trajectory comprising a deviation by an outbound heading
followed by a segment substantially perpendicular to the runway and
a turn at substantially 90.degree.; and a third type corresponding
to a visual approach trajectory comprising a deviation by an
outbound heading followed by a turn substantially between
90.degree. and 180.degree., a segment substantially parallel to the
runway and a turn at substantially 180.degree..
7. The method according to claim 1, wherein the method further
comprises determining a maneuvering zone around the runway.
8. The method according to claim 1, wherein the method further
comprises estimating at least one aeronautical variable at least at
one point of the visual approach trajectory.
9. The method according to claim 8, wherein each aeronautical
variable at a respective point of the visual approach trajectory is
chosen from among the group consisting of: a distance between said
respective point of the visual approach trajectory and another
point of the visual approach trajectory, a remaining quantity of
fuel, a passage date and a speed of the aircraft.
10. A non-transitory computer-readable medium including a computer
program comprising software instructions which, when executed by a
computer, carry out a method comprising: acquiring at least one set
among a set of values of lateral visual approach trajectory
parameters and a set of values of vertical visual approach
trajectory parameters, at least one of said values of visual
approach trajectory parameters being able to be designated by a
user, computing at least one trajectory among a lateral visual
approach trajectory from the values of said lateral visual approach
trajectory parameters and a vertical visual approach trajectory
from the values of said vertical visual approach trajectory
parameters, and generating a visual approach trajectory to the
runway from the lateral visual approach trajectory or the vertical
visual approach trajectory, wherein each lateral visual approach
trajectory parameter is chosen from among the group consisting of:
the position of an initial point of the approach trajectory, an
outbound heading, a length of a segment of the approach trajectory,
a turn radius of the aircraft and a turning direction of the
aircraft; and wherein each vertical visual approach trajectory
parameter is selected from among the group consisting of: a minimum
altitude of an initial point of descent along a final approach axis
and an angle of the final approach axis relative to a reference
plane of the runway.
11. An electronic flight management system, the system being
configured to manage the flight of an aircraft in the visual
approach phase to a runway, and comprising: an acquisition module
configured to acquire at least one set among a set of values of
lateral visual approach trajectory parameters and a set of values
of vertical visual approach trajectory parameters, a designating
module configured to designate, from an interaction with a user, at
least one of said values of visual approach trajectory parameters,
a computing module configured to compute at least one trajectory
among a lateral visual approach trajectory from the values of said
lateral visual approach trajectory parameters and a vertical visual
approach trajectory from the values of said vertical visual
approach trajectory parameters, and a generating module configured
to generate a visual approach trajectory to the runway from the
lateral visual approach trajectory or the vertical visual approach
trajectory, wherein each lateral visual approach trajectory
parameter is chosen from among the group consisting of: the
position of an initial point of the approach trajectory, an
outbound heading, a length of a segment of the approach trajectory,
a turn radius of the aircraft and a turning direction of the
aircraft; and wherein each vertical visual approach trajectory
parameter is selected from among the group consisting of: a minimum
altitude of an initial point of descent along a final approach axis
and an angle of the final approach axis relative to a reference
plane of the runway.
12. The system according to claim 11, wherein the system further
comprises a display module configured to display, on a display
screen, the visual approach trajectory.
13. The system according to claim 12, wherein the display module is
further configured to display a symbol representative of the
position of the aircraft relative to the visual approach
trajectory.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
This application is a U.S. non-provisional application claiming the
benefit of French Application No. 19 07585, filed on Jul. 8, 2019,
which is incorporated herein by reference in its entirety.
FIELD
The present invention relates to a method for managing the flight
of an aircraft in a visual approach phase to a runway, the method
being implemented by an electronic flight management system.
The invention also relates to a non-transitory computer-readable
medium including a computer program including software instructions
which, when executed by a computer, implement such a flight
management method.
The invention also relates to an electronic flight management
system configured to manage the flight of an aircraft in a visual
approach phase to a runway.
The invention then relates to the field of methods and systems to
aid the piloting of an aircraft, preferably intended to be embedded
in the aircraft.
The invention in particular relates to the management of the flight
of an aircraft, in particular in the visual approach phase to a
runway.
BACKGROUND
Among the so-called visual approaches, a known maneuver is called
Visual with Prescribed Track (VPT), which corresponds to a visual
maneuver done at the end of an approach procedure using
instruments, this maneuver being done by following a trajectory
using visual landmarks. Visual approaches also include a circling
maneuver, also denoted MVL, which corresponds to a maneuver done at
the end of the approach maneuver using instruments, and for which
the pilot has no trajectory to be followed, while nevertheless
having to stay within the limits of a protection area associated
with the aircraft.
In the case of a visual maneuver with prescribed track VPT, the
visual approach trajectory to the runway, which the aircraft must
follow, is generally indicated on aeronautical navigation charts,
and these charts then typically indicate visual landmarks on the
ground for the pilot. The pilot then trusts the landmarks on the
ground to guide the aircraft to the runway according to this visual
maneuver with imposed track, but the interpretation of these visual
landmarks is susceptible to change from one pilot to another, or
even from one day to another for a same pilot, creating
unpredictable trajectories that are sources of potential
accidents.
Also known are flight management systems, also denoted FMS,
designed to prepare, and next automatically govern the aircraft
based on a trajectory established from a flight plan. In this
operating mode, also called managed guide mode, the aircraft is
guided by the flight management system and the automatic pilot,
also called automatic pilot system, along a three-dimensional
trajectory, or 3D trajectory. To build a flight plan and the
associated 3D trajectory, the flight management system typically
bases itself on a navigation database comprising characteristic
elements of air navigation, such as waypoints, navigation beacons,
cruising flight procedures (airways), procedures for a departure
phase (SID), APP and STAR procedures for an approach phase. In
particular, when the pilot selects an approach procedure, the
flight management system inserts said approach procedure into the
flight plan, this procedure being characterized by a series of
segments defined by an endpoint and a way to reach it, said
segments coming from the navigation database. Furthermore, the
flight management system computes, for each of the waypoints of the
flight plan, predictions (or estimates) of the time, altitude,
speed and/or fuel remaining at the respective waypoint.
However, for a visual approach, there is no characterization in the
navigation database, and the flight management system is then not
capable of providing aid to the pilot for the visual approach
phase.
Document CN 103 699 132 A then teaches a device and method for
assisting the pilot during a visual approach phase, in particular
with an unobstructed view, and this assistance device allows the
pilot to select, in a database, a type or category of aircraft, a
type of visual approach, as well as the airport or runway to which
the visual approach phase must be done, and the assistance device
next automatically computes a visual approach trajectory to said
runway.
However, although it facilitates the visual approach phase for the
pilot, such an assistance device can still be improved.
SUMMARY
The aim of the invention is then to propose an associated method
and electronic system for managing the flight of an aircraft making
it possible to still further facilitate the visual approach phase
to a runway for a user, such as the pilot or the copilot of the
aircraft, and to then further improve the safety of the flight.
To that end, the invention relates to a method for managing the
flight of an aircraft in a visual approach phase to a runway, the
method being implemented by an electronic flight management system
and comprising the following steps: acquiring at least one set
among a set of values of lateral visual approach trajectory
parameters and a set of values of vertical visual approach
trajectory parameters,
at least one of said values of visual approach trajectory
parameters being able to be designated by a user, computing at
least one trajectory among a lateral visual approach trajectory
from the values of said lateral visual approach trajectory
parameters and a vertical visual approach trajectory from the
values of said vertical visual approach trajectory parameters, and
generating a visual approach trajectory to the runway from the
lateral visual approach trajectory and/or the vertical visual
approach trajectory.
Thus, the flight management method according to the invention
allows the user to designate at least one of the values of lateral
visual approach trajectory parameters and/or at least one of the
values of vertical visual approach trajectory parameters, and thus
to adapt, depending on his need, the lateral visual approach
trajectory and/or the vertical visual approach trajectory that will
next be calculated from the values of said lateral visual approach
trajectory parameters and/or of said vertical visual approach
trajectory parameters.
A lateral visual approach trajectory parameter refers to a
parameter used to compute a form of the lateral visual approach
trajectory. Each lateral visual approach trajectory parameter is
for example chosen from the group consisting of: the position of an
initial point of the approach trajectory, an outbound heading, a
length of a segment of the approach trajectory, said segment
preferably being rectilinear and substantially parallel to the
runway, a turn radius of the aircraft and a turning direction of
the aircraft.
A vertical visual approach trajectory parameter refers to a
parameter used to compute a form of the vertical visual approach
trajectory. Each vertical visual approach trajectory parameter is
for example selected from the group consisting of: a minimum
altitude of an initial point of descent of the aircraft along a
final approach axis to the runway and an angle of the final
approach axis relative to a reference plane of the runway, also
called final approach slope.
According to other advantageous aspects of the invention, the
flight management method comprises one or more of the following
features, considered alone or according to all technically possible
combinations: the method further comprises a step for displaying,
on a display screen, the visual approach trajectory,
the display step preferably further comprising the display of a
symbol representative of the position of the aircraft relative to
the visual approach trajectory; the method further comprises a step
for transmitting instructions for following the visual approach
trajectory to an electronic automatic pilot system; each lateral
visual approach trajectory parameter is chosen from among the group
consisting of: the position of an initial point of the approach
trajectory, an outbound heading, a length of a segment of the
approach trajectory, a turn radius of the aircraft and a turning
direction of the aircraft; and
each vertical visual approach trajectory parameter is selected from
among the group consisting of: a minimum altitude of an initial
point of descent along a final approach axis and an angle of the
final approach axis relative to a reference plane of the runway;
the method further comprises, prior to the acquisition step, a step
for selecting a type among a group of types of visual approach
trajectory, each type of visual approach trajectory corresponding
to a respective predefined form of the visual approach trajectory,
and
during the acquisition step, the or each set of values of visual
approach trajectory parameters then depending on the selected
type,
the group of types preferably comprising: a first type
corresponding to a visual approach trajectory comprising a
deviation by an outbound heading followed by a segment
substantially parallel to the runway and a turn at substantially
180.degree.; a second type corresponding to a visual approach
trajectory comprising a deviation by an outbound heading followed
by a segment substantially perpendicular to the runway and a turn
at substantially 90.degree.; and a third type corresponding to a
visual approach trajectory comprising a deviation by an outbound
heading followed by a turn substantially between 90.degree. and
180.degree., a segment substantially parallel to the runway and a
turn at substantially 180.degree.; the method further comprises a
step for determining a maneuvering zone around the runway; and the
method further comprises a step for estimating at least one
aeronautical variable at least at one point of the visual approach
trajectory,
each aeronautical variable at a respective point of the visual
approach trajectory preferably being chosen from the group
consisting of: a distance between said respective point of the
visual approach trajectory and another point of the visual approach
trajectory, a remaining quantity of fuel, a passage date and a
speed of the aircraft.
The invention also relates to a non-transitory computer-readable
medium including a computer program including software instructions
which, when executed by a computer, implement a flight management
method, as defined above.
The invention also relates to an electronic flight management
system, the system being configured to manage the flight of an
aircraft in the visual approach phase to a runway, and comprising:
an acquisition module configured to acquire at least one set among
a set of values of lateral visual approach trajectory parameters
and a set of values of vertical visual approach trajectory
parameters, a designating module configured to designate, from an
interaction with a user, at least one of said values of visual
approach trajectory parameters, a computing module configured to
compute at least one trajectory among a lateral visual approach
trajectory from the values of said lateral visual approach
trajectory parameters and a vertical visual approach trajectory
from the values of said vertical visual approach trajectory
parameters, and a generating module configured to generate a visual
approach trajectory to the runway from the lateral visual approach
trajectory and/or the vertical visual approach trajectory.
According to another advantageous aspect of the invention, the
electronic flight management system comprises one or more of the
following features, considered alone or according to all
technically possible combinations: the system further comprises a
display module configured to display, on a display screen, the
visual approach trajectory,
the display module preferably further being configured to display a
symbol representative of the position of the aircraft relative to
the visual approach trajectory; the system further comprises a
transmission module configured to transmit instructions for
following the visual approach trajectory to an electronic automatic
pilot system; the system further comprises a selection module
configured to select one type among a group of visual approach
trajectory types, each visual approach trajectory type
corresponding to a respective predefined form of the visual
approach trajectory, and the acquisition module then being
configured to acquire the or each set of trajectory parameter
values as a function of the selected type; the system further
comprises a determining module configured to determine a
maneuvering zone around the runway; and the system further
comprises an estimating module configured to estimate at least one
aeronautical variable at least at one point of the visual approach
trajectory.
BRIEF DESCRIPTION OF THE DRAWINGS
These features and advantages of the invention will appear more
clearly upon reading the following description, provided solely as
a non-limiting example, and done in reference to the appended
drawings, in which:
FIG. 1 is a schematic illustration of an aircraft comprising an
electronic flight management system according to the invention,
connected to avionic systems, to a navigation database, as well as
to a display screen;
FIG. 2 is a schematic view illustrating different types of visual
approach trajectory;
FIG. 3 is a schematic view showing lateral visual approach
trajectory parameters used to compute a lateral visual approach
trajectory;
FIG. 4 is a view similar to that of FIG. 3, showing vertical visual
approach trajectory parameters used to compute a vertical visual
approach trajectory;
FIG. 5 is a view illustrating a man/machine interface allowing the
user, such as the pilot or the copilot of the aircraft, to
designate values of certain, or even all, of the visual approach
trajectory parameters, for a first type of visual approach
trajectory;
FIG. 6 is a view similar to that of FIG. 5 for a second type of
visual approach trajectory, FIG. 6 being a partial view of said
man/machine interface;
FIG. 7 is a view similar to that of FIG. 6 for a third type of
visual approach trajectory; and
FIG. 8 is a flowchart of a method, according to the invention, for
managing the flight of the aircraft in the visual approach phase to
the runway.
DETAILED DESCRIPTION
In the description, the expression "substantially equal to"
designates a relationship of equality to within plus or minus 10%,
preferably to within plus or minus 5%.
In FIG. 1, an aircraft 10 comprises several avionics systems 12, a
database 14, such as a navigation database, a display screen 16 and
a flight management system 20 connected to the avionics systems 12,
the database 14 and the display screen 16.
The aircraft 10 is for example an airplane. In a variant, the
aircraft 10 is a helicopter, or a drone able to be piloted remotely
by a pilot.
Avionics systems 12 are known in themselves and are able to
transmit the electronic flight management system 20 different
avionic data, for example so-called "aircraft" data, such as the
position, the orientation, the heading or the altitude of the
aircraft 10, and/or so-called "navigation" data, such as a flight
plan. The avionics systems 12 are also able to receive instructions
and/or commands from the flight management system 20, one of the
avionics systems 12 in particular being an electronic automatic
pilot system, also called automatic pilot and denoted AP.
The database 14 is typically a navigation database, and is known in
itself. The navigation database is also called NAVDB (NAVigation
DataBase), and in particular comprises data relative to each of the
runways 22 on which the aircraft 10 may land, these data typically
being a position of a threshold of the runway 22, an orientation of
the runway 22, a runway length, an altitude or a decision point,
etc.
In the example of FIG. 1, the database 14 is a database outside the
flight management system 20. In a variant, not shown, the database
14 is a database inside the flight management system 20.
The display screen 16 is known in itself. The display screen 16 is
preferably a touchscreen, so as to allow the entry of
interaction(s) by a user, not shown, such as the pilot or the
copilot of the aircraft 10.
The electronic flight management system 20 is also called FMS, and
is configured to manage the flight of the aircraft 10, in
particular in the visual approach phase to a respective runway
22.
The electronic flight management system 20 comprises an acquisition
module 24 for acquiring at least one set among a set of lateral
visual approach trajectory parameter values and a set of vertical
visual approach trajectory parameter values, a designating module
26 for designating, from an interaction by the user, at least one
of said visual approach trajectory parameter values, a computing
module 28 for computing at least one trajectory among a lateral
visual approach trajectory 30 (visible in FIG. 3) from values of
said lateral trajectory parameters and a vertical visual approach
trajectory 32 (visible in FIG. 4) from values of said vertical
trajectory parameters, and a generating module 34 for generating a
visual approach trajectory to the runway 22 from the lateral visual
approach trajectory 30 and/or the vertical visual approach
trajectory 32.
As an optional addition, the electronic flight management system 20
comprises a display module 36 for displaying, on the display screen
16, the visual approach trajectory and/or a transmission module 38
for transmitting instructions to follow the visual approach
trajectory to a respective avionic system 12, such as the
electronic automatic pilot system.
According to this addition, one skilled in the art will understand
that the display screen 16 is then able to display the visual
approach trajectory, in addition to any entry of interaction(s) by
the user when the screen 16 is touch-sensitive. In a variant, not
shown, the display screen for the visual approach trajectory and
the touch-sensitive screen for the entry of interaction(s) by the
user are two separate screens.
As another optional addition, the electronic flight management
system 20 comprises a selection module 40 for selecting one type
among a group of types of visual approach trajectory, such as the
group of first T1, second T2 and third T3 types of visual approach
trajectory that will be described as an example hereinafter, the
acquisition module 24 then being configured to acquire each set of
trajectory parameter values as a function of the selected type.
Also as an optional addition, the electronic flight management
system 20 comprises a determining module 42 for determining a
maneuvering zone, not shown, around the runway 22 and/or an
estimating module 44 for estimating at least one aeronautic
variable at least at one point of the visual approach
trajectory.
In the example of FIG. 1, the electronic flight management system
20 comprises an information processing unit 50, for example made up
of a memory 52 and a processor 54 associated with the memory
52.
In the example of FIG. 1, the acquisition module 24, the
designating module 26, the computing module 28 and the generating
module 34, as well as, by way of optional addition, the display
module 36, the transmission module 38, the selection module 40, the
determining module 42 and the estimating module 44, are each made
in the form of software, or a software component, executable by the
processor 54. The memory 52 of the electronic flight management
system 20 is then able to store software for acquiring at least one
set among the set of lateral visual approach trajectory parameter
values and a set of vertical visual approach trajectory parameter
values, software for designating, from the interaction by the user,
at least one of said visual approach trajectory parameter values,
software for computing at least one trajectory among the lateral
visual approach trajectory 30 from values of said lateral
trajectory parameters and the vertical visual approach trajectory
32 from values of said vertical trajectory parameters and software
for generating the visual approach trajectory to the runway 22 from
the lateral visual approach trajectory 30 and/or the vertical
visual approach trajectory 32. As an optional addition, the memory
52 of the electronic flight management system 20 is able to store
software for displaying the visual approach trajectory on the
display screen 16, software for transmitting the avionic system 12
instructions to follow the visual approach trajectory, software for
selecting one among the types of visual approach, software for
determining the maneuvering zone around the runway 22 and software
for estimating at least one respective aeronautic variable at least
at one point of the visual approach trajectory. The processor 54 is
then able to execute each of the software applications among the
acquisition software, the designating software, the computing
software and the generating software, as well as, by way of
optional addition, the display software, the transmission software,
the selection software, the determining software and the estimating
software.
When, in a variant that is not shown, the database 14 is a database
internal to the flight management system 20, it is typically able
to be stored in a memory of the flight management system 20, such
as the memory 52.
In a variant that is not shown, the acquisition module 24, the
designating module, the computing module 28 and the generating
module 34, as well as, by way of optional addition, the display
module 36, the transmission module 38, the selection module 40, the
determining module 42 and the estimating module 44, are each made
in the form of a programmable logic component, such as an FPGA
(Field Programmable Gate Array), or in the form of a dedicated
integrated circuit, such as an ASIC (Application-Specific
Integrated Circuit).
When the electronic flight management system 20 is made in the form
of one or several software programs, i.e., in the form of a
computer program, it is further able to be stored on a medium, not
shown, readable by computer. The computer-readable medium is for
example a medium suitable for storing electronic instructions and
able to be coupled with a bus of a computer system. As an example,
the readable medium is an optical disc, a magnetic-optical disc, a
ROM memory, a RAM memory, any type of non-volatile memory (for
example, EPROM, EEPROM, FLASH, NVRAM), a magnetic card or an
optical card. A computer program including software instructions is
then stored on the readable medium.
The runway 22 extends substantially in a reference plane P, visible
in FIG. 4, and having a runway axis substantially corresponding to
an extension direction of the runway 22. A runway threshold S,
visible in FIGS. 3 and 4, is also associated with the runway
22.
The acquisition module 24 is configured to acquire at least one set
among the set of values of lateral visual approach trajectory
parameters and the set of values of vertical visual approach
trajectory parameters.
Each lateral visual approach trajectory parameter is preferably
chosen from the group consisting of: the position of an initial
point A of the approach trajectory, also called anchor point; an
outbound heading TRK, also called outbound travel; a length L of a
segment, preferably rectilinear, of the approach trajectory; a turn
radius D of the aircraft 10; and a turning direction, such as to
the left or the right, of the aircraft 10 for the visual approach
trajectory.
The set of lateral visual approach trajectory parameters then for
example comprises the position of the anchor point A, the outbound
heading TRK, the length L of the rectilinear segment of the
approach trajectory, the turn radius D and the turn direction. The
set of lateral visual approach trajectory parameters is preferably
made up of said position of the anchor point A, said outbound
heading TRK, said length L of the rectilinear segment, said turn
radius D and said turn direction.
Each vertical visual approach trajectory parameter is preferably
selected from the group consisting of: a minimum altitude MA of an
initial point X.sub.3 of descent along a final approach axis APP;
and an angle FP of the final approach axis APP relative to a
reference plane P of the runway 22.
The set of vertical visual approach trajectory parameters then for
example comprises the minimum altitude MA of the initial point of
descent X.sub.3 and the angle FP of the final approach axis APP
relative to the reference plane P of the runway 22. The set of
vertical visual approach trajectory parameters is preferably made
up of said minimum altitude MA of the initial point of descent
X.sub.3 and said angle FP of the final approach axis APP relative
to the reference plane P.
The anchor point A, or initial point of the visual approach
trajectory, corresponds to the first point of the visual approach
trajectory, that is to say, the point where the flight management
system 20 transitions to manual piloting according to a visual
approach mode, typically after a managed guiding mode, that is to
say, a guiding mode of the aircraft 10 according to a trajectory
established from a corresponding flight plan. In other words, from
this anchor point A, the flight management system 20 no longer
follows the flight plan, the aircraft 10 then being piloted
manually in visual approach mode. The value of the position of the
anchor point A is for example designated by the user via the
designating module 26, as will be described in detail hereinafter
in light of FIGS. 5 to 7. In a variant, in particular in the
absence of designation by the user, the value of the anchor point A
is positioned at a predefined position, such as the position of the
missed approach point, also called MAP.
The outbound heading TRK corresponds to a direction to be followed
by the aircraft 10 to deviate from an initial straight approach to
the runway 22. The outbound heading TRK, also called outbound
travel, then corresponds to a heading, expressed for example in
degrees, the value of which can be designated by the user via the
designating module 26. In a variant, in particular when no
designation is done by the user, the value of the outbound heading
TRK is positioned at a predefined value, this predefined value by
default for example being equal to 45.degree..
The segment of the approach trajectory forming a lateral visual
approach trajectory parameter is typically a rectilinear segment,
preferably along the runway 22. In other words, said segment of the
approach trajectory is a rectilinear segment substantially parallel
to the runway axis, as shown in the example of FIG. 3, where said
segment corresponds to the rectilinear segment [X.sub.1X.sub.2]
between the first X.sub.1 and second X.sub.2 characteristic points.
The value of the length L of said segment can be designated by the
user via the designating module 26. In a variant, in particular
when no designation is made by the user, the value of the length L
of said segment is positioned at a predefined value, preferably
depending on the length of the runway 22, the current speed of the
aircraft 10, and the turn radius D of the aircraft 10.
The turn radius D of the aircraft 10, also called final turn
radius, or radius of the last turn before landing, corresponds to
the radius of a 180.degree. turn with an optimal roll. This turn
radius D then has a value greater than or equal to a 180.degree.
turn radius with a maximum roll in the flight envelope of the
aircraft. The turn radius D typically has a predefined value
contained in the database 14, this predefined value depending on a
category of the aircraft. As illustrated as an example in table 1
below, comprising five categories of aircraft Cat_A to Cat_E, the
category is for example as a function of an approach speed VA at
1000 feet. Each category typically depends on a gauge, or bulk, of
the aircraft 10.
In table 1 below, indicated, as an example and by category of
aircraft, are predefined default values for the turn radius D of
the aircraft 10, the length L of the straight segment of the
approach trajectory, and for a maneuvering radius R around the
runway 22.
The outbound heading TRK is for example expressed in degrees, the
length L of the approach trajectory segment is for example
expressed in nautical miles, or Nm, and the turn radius D is for
example expressed in nautical miles, or Nm. The minimum altitude Ma
is for example expressed in feet, or ft, and the angle Fp of the
final approach axis APP relative to the reference plane P is for
example expressed in degrees. In addition, the approach speed is
for example expressed in knots, or kt, and the radius R for the
maneuvering zone is for example expressed in nautical miles, or
Nm.
TABLE-US-00001 TABLE 1 Category/ Cat_A/ Cat_B/ Cat_C/ Cat_D/ Cat_E/
VA (kt) 100 135 180 205 240 D (Nm) 0.69 1.13 1.85 2.34 3.12 L (Nm)
0.30 0.40 0.50 0.60 0.70 R (Nm) 1.68 2.66 4.20 5.28 6.94
In a variant, the value of the turn radius D can be designated by
the user via the designating module 26.
The turning direction of the aircraft 10 corresponds to the
direction of a first turn of the visual approach trajectory when
said first trajectory comprises several successive turns. One
skilled in the art will further understand that if the visual
approach trajectory comprises a single turn, the direction of said
turn will depend directly on the position of the anchor point A,
the value of the outbound heading TRK and the position of the
runway 22, in particular its runway threshold, and the direction of
this turn will then not be a modifiable parameter of the visual
approach trajectory.
The minimum altitude MA of the initial point of descent X.sub.3
along the final approach axis APP is for example predefined. The
value of the minimum altitude MA can for example be designated by
the user via the designating module 26. In a variant, in particular
when the user does not designate said value, the value of the
minimum altitude MA is equal to the minimum decision altitude MDA
predefined for the runway 22, this value being contained in the
database 14.
The angle PF of the final approach axis APP relative to the
reference plane P of the runway 22 corresponds to the final slope
of the aircraft 10 approaching the runway 12 along the final
approach axis APP and up to the runway threshold S. The value of
said angle FP can for example be designated by the user via the
designating module 26. In a variant, in particular when the user
has not designated said value, the value of said angle FP is equal
to a predefined final slope, typically a slope substantially equal
to 3.degree..
The designating module 26 is configured to designate, from an
interaction with the user, at least one of the visual approach
trajectory parameter values.
The designating module 26 is for example configured to receive a
datum entered by the user using a keyboard and/or a mouse, then to
designate the value of the trajectory parameter corresponding to
the received value, the interaction then being the entry done on
the keyboard and/or the mouse.
In a variant or in addition, the interaction by the user is a
tactile interaction, for example on the display screen 16 when it
is touch-sensitive, and the designating module 26 is then
configured to display a man-machine interface 60, like that
displayed as an example in FIGS. 5 to 7, then to receive the
tactile interaction(s) done by the user on said man/machine
interface 60, and then to designate the value of the corresponding
trajectory parameter(s), from the received tactile
interactions.
One skilled in the art will understand that a value designation
refers to the position of the approach trajectory parameter
corresponding to said value.
In the example of FIGS. 5 to 7, the man/machine interface 60 then
comprises a first entry field 62 for the designation of a desired
value of the outbound heading TRK, a second entry field 64 for the
designation of a desired value of the length L of the segment of
the approach trajectory, a third entry field 66 for the designation
of a desired value of the turn radius D.
As an optional addition, the man/machine interface 60 comprises two
chips 68A, 68B for designating the desired turning direction of the
aircraft 10, a first chip 68A corresponding to a left turn and a
second chip 68B corresponding to a right turn, as shown in FIG.
7.
As another optional addition, the man/machine interface 60
comprises a fourth entry field 70 for designating the minimum
altitude MA, and a fifth entry field 72 for designating the angle
FP of the final approach axis APP relative to the reference plane P
of the runway 22, which are visible in FIG. 5.
In the example of FIG. 5, the man/machine interface 60 also
comprises a first indicator field 74 to indicate the anchor point A
taken into account and a second indicator field 76 to indicate an
identifier of the runway 22.
As another optional addition, the man/machine interface 60
comprises, in the example of FIG. 5, chips 78A, 78B, 78C for
selecting the type of visual approach trajectory, namely a first
selection chip 78A for selecting a first type T1 of visual approach
trajectory, a second selection chip 78B for selecting a second type
T2 of visual approach trajectory and a third selection chip 78C for
selecting a third type T3 of visual approach trajectory. The first,
second and third types T1, T2, T3 of visual approach trajectory are
described as examples in more detail hereinafter.
As another optional addition, the man/machine interface 60
comprises a sixth entry field 80 for entering an approach speed
value VA and a seventh entry field 82 for entering the maneuvering
radius R around the runway 22.
In the example of FIG. 5, the man/machine interface 60 also
comprises a validation button 84 in order to validate the
designated visual approach trajectory parameter values, and then
trigger the computation of at least one trajectory among the
lateral visual approach trajectory 30 and the vertical visual
approach trajectory 32, as well as a cancel button 86 in order to
cancel a designation previously done of the visual approach
trajectory parameters.
Also as an optional addition, the man/machine interface 60 further
comprises a schematic profile 88 symbolizing the type of visual
approach trajectory among the first, second and third types T1, T2,
T3 of visual approach trajectory, and further illustrating the
outbound heading TRK, the length L of the segment of the approach
trajectory, and the turning radius D.
In FIGS. 5 to 7, the views of the man/machine interface 60 of the
electronic flight management system according to the invention
illustrate actual views that comprise indications in English, as is
the case in the aeronautic field. A translation into French of the
relevant indications is provided in the description that follows if
necessary.
The computing module 28 is configured to compute at least one
trajectory among the lateral visual approach trajectory 30 and the
vertical visual approach trajectory 32.
The vertical visual approach trajectory corresponds to a vertical
profile of the visual approach trajectory, that is to say, a
projection of the visual approach trajectory in a vertical plane
containing a vertical reference axis and a horizontal reference
axis. The vertical reference axis is defined along the axis of
baro-corrected altitudes, corresponding to the QNH aeronautic
code.
The lateral visual approach trajectory corresponds to a horizontal
profile of the visual approach trajectory, that is to say, a
projection of the visual approach trajectory of the aircraft 10 in
a horizontal plane perpendicular to the vertical plane.
In order to compute the lateral visual approach trajectory 30, the
computing module 28 is configured to determine a separation
distance E relative to the runway 22, the separation distance E
corresponding to the distance necessary to allow the aircraft 10 to
perform its last turn, and for example being equal to twice the
turn radius D, that is to say, the diameter of said turn.
The computing module 28 is next configured to determine the
position of the first characteristic point X.sub.1 corresponding to
the intersection between a first line .DELTA.1 passing through the
anchor point A and following the outbound heading TRK and a second
line .DELTA.2 parallel to the runway 22, that is to say, its
extension direction, and distant from the separation distance E of
the runway 22, as shown in FIG. 3.
The computing module 28 is next configured to compute the
coordinates of the second characteristic point X.sub.2 from the
distance L of the trajectory segment, the second characteristic
point X.sub.2 corresponding to a point distant from the length L
relative to the first characteristic point X.sub.1, along the
direction of the second line .DELTA..sub.2 and toward the second
turn before landing on the runway 22.
In the example of FIG. 3, the lateral visual approach trajectory 30
is then formed by the rectilinear segment [AX.sub.1] between the
anchor point A and the first characteristic point X.sub.1, this
segment being along the outbound heading TRK, followed by a
straight segment [X.sub.1X.sub.2] with length L and parallel to the
runway 22, followed by a half-circle with radius D between the
second characteristic point X.sub.2 and the runway axis, this
half-circle corresponding to the last turn performed by the
aircraft 10, and lastly followed by a straight segment, along the
runway axis, between said half-circle and the runway threshold
S.
In order to compute the vertical visual approach trajectory 32, the
computing module 28 is configured to determine the final approach
axis APP from the runway threshold S and as a function of the angle
FP between the final approach axis APP and the reference plane P of
the runway 22.
The computing module 28 is next configured to compute the
coordinates of the initial point of descent X.sub.3, also called
third characteristic point, corresponding to the intersection
between the final approach axis APP and a horizontal plane
positioned at the minimum altitude MA.
In the example of FIG. 4, the vertical visual approach trajectory
32 is then formed by a substantially horizontal straight segment
[AX.sub.3] between the anchor point A and the third characteristic
point X.sub.3 at the minimum altitude MA, followed by a segment
[X.sub.3S] corresponding to the final descent of the aircraft 10
along the final slope FP between the third characteristic point
X.sub.3 and the runway threshold S.
One skilled in the art will understand that the lateral visual
approach trajectory 30, and respectively the vertical visual
approach trajectory 32, are shown in thick lines in FIG. 3, and
respectively in FIG. 4.
The generating module 34 is configured to generate the visual
approach trajectory to the runway 22 from the lateral visual
approach trajectory 30 and/or the vertical visual approach
trajectory 32.
When the computing module 28 has computed both the lateral visual
approach trajectory 30 and the vertical visual approach trajectory
32, the generating module 34 is configured to generate the visual
approach trajectory by concatenation, or by combination, of the
lateral visual approach trajectory 30 and the vertical visual
approach trajectory 32.
In a variant, when the computing module 28 has computed only the
lateral visual approach trajectory 30, the generating module 34 is
configured to generate the visual approach trajectory from the
computed trajectory alone, that is to say, from the lateral visual
approach trajectory 30.
The display module 36 is configured to display, on the display
screen 16, the visual approach trajectory generated by the
generating module 34.
The display module 36 is preferably further configured to display a
symbol representative of the position of the aircraft 10 relative
to the visual approach trajectory. The representative symbol is for
example in the form of an airplane or helicopter and is displayed
on the display screen 16 in the current position of the aircraft
10, superimposed relative to the displayed visual approach
trajectory. The user, such as the pilot or the copilot of the
aircraft 10, can then easily see where the aircraft 10 is located
relative to the visual approach trajectory.
As an optional addition, the transmission module 38 is configured
to transmit, to a respective avionic system 12, in particular to
the electronic automatic pilot system, the instructions making it
possible to follow the visual approach trajectory generated by the
generating module 34. This transmission of said following
instructions to the electronic automatic pilot system then allows
an automatic pilot of the aircraft 10 following the visual approach
trajectory previously generated by the generating module 34, which
further facilitates the task of the user.
As another optional addition, the selection module 40 is configured
to select a respective type among the group of visual approach
trajectory types T1, T2, T3, each visual approach trajectory type
T1, T2, T3 corresponding to a respective predefined form of the
visual approach trajectory. According to this optional addition,
the acquisition module 24 is then configured to acquire the or each
set of trajectory parameter values as a function of the type
selected by the selection module 40.
The group of types T1, T2, T3 for example comprises the first type
T1 corresponding to a visual approach trajectory comprising a
deviation according to the outbound heading TRK, followed by a
segment substantially parallel to the runway 22 and a turn at
substantially 180.degree.; the second T2 corresponding to a visual
approach trajectory comprising a deviation according to the
outbound heading TRK followed by a segment substantially
perpendicular to the runway 22 and a turn at substantially
90.degree.; and the third type T3 corresponding to a visual
approach trajectory comprising a deviation according to the
outbound heading TRK followed by a first turn, to the left or the
right, substantially between 90.degree. and 180.degree., a segment
substantially parallel to the runway 22 and a final turn
substantially at 180.degree..
In order to illustrate these first, second and third types T1, T2,
T3, FIG. 2 shows six conventional visual approach trajectories for
circling, denoted C1 to C6. In the example of FIG. 2, the first
type T1 then corresponds to the two trajectories C1 and C5, the
second type T2 corresponds to the trajectory C2, and lastly the
third type T3 corresponds to the three trajectories C3, C4 and
C6.
The selection module 40 is for example configured to select the
type among the group of types T1, T2, T3 from an interaction by the
user, for example using selection chips 78A, 78B, 78C visible in
FIG. 5.
As another optional addition, the determining module 42 is
configured to determine the maneuvering zone around the runway 22,
for example from the radius R previously described. According to
this optional addition, the display module 36 is then configured to
further display the maneuvering zone thus determined on the display
screen 16.
The determining module 42 is for example configured to determine
the maneuvering zone by overlap of several discs, or disc portions,
each with radius R and centered on different ends of the runway 22.
The set of points located in the horizontal plane of the lateral
visual approach trajectory 30 must be located inside the
maneuvering zone, and in other words at a distance from the runway
22 smaller than the radius R.
As another optional addition, the estimating module 44 is
configured to estimate at least one respective aeronautical
variable at one or several successive points of the visual approach
trajectory.
Each aeronautical variable estimated by the estimating module 44 at
a respective point of the visual approach trajectory is for example
selected from the group consisting of: a distance between said
respective point of the visual approach trajectory (for which the
estimate is done) and another point of the visual approach
trajectory, a remaining quantity of fuel, a passage date and a
speed of the aircraft 10.
The estimating module 44 is for example configured to estimate said
aeronautical variable(s) from estimating functions known in
themselves and integrated into the flight management system 20.
The operation of the electronic flight management system 20
according to the invention will now be described in light of FIG.
8, showing a flowchart of the method according to the invention,
for managing the flight of the aircraft 10.
During an optional initial step 100, from an interaction by the
user, such as the pilot or the copilot, the flight management
system 20 selects, via its selection module 40, a respective type
among the group of visual approach trajectory types T1, T2, T3,
each type T1, T2, T3 corresponding to a predefined respective form
of the visual approach trajectory.
The flight management system 20 designates, during a following step
110 and via its designating module 26, at least one of the visual
approach trajectory parameter values from an interaction, for
example tactile, by the user, such as the pilot or the copilot of
the aircraft 10.
During a following step 120, the flight management system 20
acquires, via its acquisition module 24, at least one set among the
set of lateral visual approach trajectory parameter values and the
set of vertical visual approach trajectory parameter values.
During this acquisition step 120, the acquisition module 24
preferably acquires both the set of lateral trajectory parameter
values and the set of vertical trajectory parameter values.
During this acquisition step 120, the acquisition module 24
acquires the parameter value(s) previously designated via the
designating module 26 during the preceding designating step 110, as
well as the predefined values for the other visual approach
trajectory parameters for which a value was not designated during
the designating step 110.
The flight management system 20 next computes, during the following
step 130 and via its computing module 28, at least one trajectory
among the lateral visual approach trajectory 30 and the vertical
visual approach trajectory 32. In particular, the computing module
28 computes the lateral visual approach trajectory 30 when the
acquired set (during the acquisition step 120) is the set of
lateral trajectory parameter values, the lateral visual approach
trajectory 30 indeed being computed from the values of said lateral
trajectory parameters; and in a corollary manner, the computing
module 28 computes the vertical visual approach trajectory 32 when
the acquired set is the set of vertical trajectory parameters, the
vertical visual approach trajectory 32 being computed from the
values of said vertical trajectory parameters. During the computing
step 130, the computing module 28 preferably computes both the
lateral visual approach trajectory 30 and the vertical visual
approach trajectory 32.
The flight management system 20 then generates, during the
following step 140 and via its generating module 34, the visual
approach trajectory to the runway 22, from the lateral visual
approach trajectory 30 and/or the vertical visual approach
trajectory 32, computed during the preceding computing step
130.
During an optional following step 150, the flight management system
20 further estimates, via its estimating module 44, one or several
aeronautical properties at one or several successive points of the
visual approach trajectory generated during step 140. The estimated
aeronautical variable(s) are for example the distance between said
considered point of the visual approach trajectory and another
point of the visual approach trajectory, preferably the distance
between said considered point and the next point of the visual
approach trajectory, as well as the remaining quantity of fuel, the
passage date and the speed of the aircraft 10 at said considered
point of the visual approach trajectory. Said estimated
aeronautical variable(s) then make it possible to help the user
still more effectively, to perform more precise and more
predictable tracking of the visual approach trajectory.
During a following step 160 that is also optional, the flight
management system 20 determines, via its determining module 42, the
maneuvering zone around the runway 22.
Lastly, during a display step 170 that is also optional, the flight
management system 20 displays, via its display module 36, the
visual approach trajectory generated during step 140, as well as,
by way of optional addition, the aircraft symbol representing the
current position of the aircraft, so as to allow the user to know
where the aircraft 10 is located relative to the generated visual
approach trajectory.
During this display step 170, the display module 36 also displays
the maneuvering zone when it has been determined during step 160,
and/or any aeronautical properties estimated during the estimating
step 150.
Optionally, the flight management system 20 transmits, during a
step 180 and via its transmission module 38, the instructions to
follow the visual approach trajectory generated during step 140 to
a respective avionic system 12, such as the automatic pilot
system.
One skilled in the art will then understand that the flight
management system 20 is able to perform, at the end of the
generating step 140, or even optionally the estimating step 150
and/or the determining step 160, both the display step 170 and the
transmission step 180, or alternatively one or the other of
them.
Thus, the flight management system 20 according to the invention
makes it possible to generate the visual approach trajectory
automatically, whether in a visual maneuver with prescribed track
VPT or circling MVL, and then makes it possible to follow the
trajectory of the aircraft 10 with visual approach by the user,
which is much more precise and predictable.
The flight management system 20 further makes it possible to limit
the quantity of data that must be stored in the database 14, the
visual approach trajectory then no longer being stored in
predefined form in the database 14, but computed by the computing
module 28.
The flight management system 20 also makes it possible to further
improve the piloting aid with the display of the generated visual
approach trajectory and any aeronautical properties estimated via
the display module 36, and/or the ability to connect the automatic
pilot to the visual approach trajectory generated via the
transmission module 38.
The flight management system 20 also makes it possible to improve
the downgraded management, where it is necessary to interrupt the
visual approach procedure, for example in case of lost visibility,
and to perform a go-around maneuver. Indeed, the coexistence of the
visual approach trajectory generated by the generating module 34
with the standard approach, for which a go-around procedure is
defined, allows the user to benefit from the display both of the
co-around procedure and the visual approach trajectory recomputed
after this co-around procedure.
One can thus see that the flight management system 20 according to
the invention offers the user, such as the pilot or the copilot of
the aircraft 10, more precise tracking of the trajectory of the
aircraft 10 by visual approach.
* * * * *